Torpedo-pilot boat for automobile torpedoes.



S. DANENHOWER.

TOBPEDO PILOT BOAT FOB AUTOMOBILE TOBPEDOES.

APPLICATION TILED 001. 2B, 1912.

Patented Sept 22, 1914..

4 EHEBTB-BHBET 1.

1 III: w Q h a m6 Rn Q R S. DANBNHOWER. PILOT BOAT FOR AUTOMOBILE TOB. APPLTOATIOH FILED OUT. 28, 1912.

PEDOES.

TOBPEDO A 9a 1T 2 2% Wu Sm dn m4 n .w a P R w n% S. DANENHOWBR. TOBPEDO PILOT BOAT FOB. AUTOMOBILE TOBPBDOES.

APPLICATION TILED OCT. 28, 1912. 1 ,1 1 1 ,1 39. Patented Sept. 22,1914.

4 SHEBTSSHEET 3.

S. DANENHOWER. TORPEDO PILOT BOAT FOB. AUTOMOBILE TORPEDOES.

APPLICATION TILED OUT. 26, 1912. 1,1 1 1,1 39. a n ed Sept. 22, 1914.

SLOAN DANENHOWER, OF BRI EDGEPORT. C ONNECTI CUT.

TORPEDO-PILOT BOAT FOR AUTOMOBILE TOBPEDOES.

Specification of Letters Patent.

Patented Sept. 22, 1914.

Application filed October 28. 1912. Serial No. 723.250.

To all whom it may concern Be it known that I, SLOAN Daxannownn, a citizen of the United States, residing at Bridgeport, in the county of F airfield and State of Connecticut, have invented a new and useful Improvement in Torpedo-Pilot Boats for Automobile Torpedoes; and I do hereby declare the following, when taken in connection with the accompanying drawings and the characters of reference marked thereon, to be a full, clear, and exact description of the same, and which said drawings'constitute part of this application, and represent, in-

Figure 1 a view in side elevation of a torpedo-pilot boat constructed in accordance with my invention. Fig. 2 a plan view thereof.' Fig. 3 a broken view, partly in plan and partly in horizontal section, of the central portion of my torpedo-pilot boat. Fig. 4 a broken view in vertical, central longitudinal section, showing; the control-eompartment of the torpedo-pilot boat,

' and the means employed for starting the automobile torpedo therefrom. Fig. 5 a view of the torpedo-pilot boat in transverse section through the forward air-flask compartments of its two ontoons. on the line (171 of Fig. 2, looking aft and showing the detachable escape-helmet in elevation. Fig. 6 a similar view on the line (:(.I of Fig. 2, through the control-compartment and escape-helmet, and looking forward. Fig. 7 a broken plan view of one of the'torpedoreleasing mechanisms. Fig. 8 a view thereof in vertical section on the line e-f of Fig. 7, looking in the direction of the arrow g. Fig. 9 a detached reverse plan view of the escape-helmet, showing. the skeleton or cagedike form of the operators seat.

Heretofore automobile or locomotive torpedoes have been fired from the torpedo tube, so called, carried by the firing vessel, whether the same be a battle-ship, cruiser, or other relatively large non-submersible vessel, or a submarine or submersible craft. In any case, the initialimpulse has been given to the torpedo in the tube by means of an explosive or-by compressed air. But from whatever source it is, or however, fired, the automobile torpedo has been, on the whole. an ineffective instrument of naval warfare. eithe on account ofthe great uncertainty or life-hazard attending its use. If fired from large or relatively large vessels located at a considerable-distance from the target, the contained mechanism of the torpedo must be relied upon to preserve its course both in a vertical and horizontal,

plane, since the torpedo is under no human direction from the moment-of being fired. The factors tending to disturb the course of a self-navigated torpedo are numerous, and these, taken together with the complications arising from a target that is frequently moving, so minimizes the chances of hitting; the target, that the torpedo as a weapon has been disappointing and ineffective. On the other hand, the use of submarine or submersible vessels of the type heretofore used for firing torpedoes, is objectionable since their range of Sea-going is restricted, since they are far too heavy and bulky to be carried in numbers, at least, even by the largest warships, and since they involve a great hazard of life as they require a relatively large crew, and cannot be maneuvered with sufficient rapidity to get out of the Way in the interval elapsing between the firing of the torpedo at short-range, and the explosion. For the reasons above enumerated and others unnecessary to specify, the efliciency of the automobile torpedo as an instrument of naval warfare has,

as above stated, been disappointingly low..

The object of my present invention is to minimize the errors and difiiculties attendant upon the use of automobile torpedoes, and to make them effective instruments of naval warfare by providing for navigating an automobile or locomotive torpedo to within a short'distance of the target, and then aiming and releasing it. by means of a small, light mobile pilot craft, preferably of the catamaran type which shall be under the direction of a single operator who is provided with a good chance of escape. My torpedo pilot-boat or saddle-like rider or attendant will be so smalland light that it may, if desired,be carried upon the deck of a battle-ship or cruiser in considerable numbers, and readily lowered or launched over the side, and as readily taken aboard 7 bination with a torpedo-pilot boat, of an automobile torpedo detachably connected with the pilot boat in such a manner that the boat and torpedo may be propelled by the torpedo. 7

My invention further consists in the combination with a catamaran, of an automobile torpedo located beneath the same and detaehably connected therewith.

My invention further consists in a torpedo-pilot boat having certain-details of construction and combinations of parts as will be hereinafter described and pointed out in the claims.

In carrying out my invention as herein shown, I employ an automobile or locomotive torpedo 2 which may be of any ap proved construction and which needs no detailed description more than to say that it is furnished at its forward end with a warhead 3 and at its after end with propellers i. Such. a torpedo is suspended centrally beneath, and detachably connected with a torpedo-pilot boat in the form of a submarine or submersible vessel or craft which, as shown, is of the catamaran type, and comprises two pontoons 5 and 6 corresponding to each other in all substantial respects and adapted in length to overhang the torpedo 2 fore and aft. These pontoons are secured together by a longitudinally arranged tiebeam 7 interposed between them and located directly above the torpedo 2. To adapt the torpedo-pilot boat to proceed under its own power, each of the pontoons is furnished ivith an engine 8, shown in dotted lines in Fig. 1,0f anysuitable character,

but preferably of the internal combustion 'type, for driving propellers 9 located at the after end of each pontoon. Under this arrangement the catamaran becomes, as it were, a saddle-like torpedo-rider, though the riding ofthe torpedo by the pilot-boat is not a necessary arrangement.

Apart from all details of construction, I may now point out that the automobile torpedo 2 and the torpedo-pilot boat are to be viewed as self-contained structures each adapted to be driven by its own power on the surface of the water, or partially or to tally submerged. when connected, are designed to be navigated by an operator carried by the pilot oat. both structures are self-contained and both adapted to proceed under their own power and are connected only for the purpose of piloting the automobile torpedo to a. point so close to the target that it may be despatched thereto with a maximum chance of success, while the pilot-boat escapes. The automobile torpedo 2 may be of any approved construction, as already stated, while the pilot-boat and all of its accessories may be widely varied in type and construction These two structures The point to be emphasized is thatwithout departing from my invention as long as it is adapted to discharge its function of piloting the torpedo to a point within easy striking distance from the target;

Returning now to a detailed description of the specific structures chosen for illustration, I will first describe the means employed for detachably connecting them.

As herein shown, the lower face of the tiebeam 7 is formed throughout its length with a. groove 10 receiving the guide-stud 11 of the torpedo which is also provided at opposite points upon its sides and about midway of its length. with two flanged ribs 12 which both suspend the torpedo from the catamaran and'guide it in its detachment-therefrom. The said ribs 12 enter horizontal guide-ways 13 respectively secured to the inner faces of two fin keels 14 terminating at their lower ends in lead or bronze bulbs 15, rovi'ded for increasing the transverse and ongitudinal stability of the catamaran. These keels also house and protect the torpedo 2 practically throughout its length,

eaving itexposed only underneath, since it is protected above by the pontoons 5 and 6 y from which the keels 14 depend as shown in Figs. 5 and 6.

\Vhen the torpedo 2 is in its normal posi tion with respect to the catamaran, the-rear ends of its horizontal guide-ribs 12 project rearward beyond the rear ends of the guideways 13 as shown inFigs. 7 and 8. The

projecting rear ends of the said ribs are formed with holes 16 for the reception of short chains 17 the'outer ends of which are engaged with releasing-hooks 18 carried by the inner ends of short shafts 19 turning in bushings 20 mounted in the said fin keels 14 at points just in the rear of the guide-ways 13. The inner ends of the chains 17 are, as

shown, permanently fastened to the keels 14 by being shackled into eyes 2-1 upon the bushings 20.

For turning the hooks 18 so as to release A the chains 17 and thus disconnect the torpedo 2 from the catamaran, the outer ends of the shafts 19 are provided with small bevel gears 22 meshing into corresponding gears 23 located at the lower ends of vertically arranged shafts 24 extending below the pontoons 5 and 6 and upward thereinto. These shafts 24 are journaled in suitable bearings 25 mounted in the external walls toons to secure a space just large enough to accommodate the operator of the craft and the necessary control-apparatus, when supplemented by an escape-helmet 32 which rises above the rear end of the said com- %artment as will be hereinafter described.

y turning the hand-wheel 30, the operator disconnects the torpedo 2 from the pilotboat or catamaran, leaving the torpedo to proceed to its mark, and the catamaran unencumbered and free to provide a means of escape for the operator.

The startlng of thepropellers 4 of the torpedo 2, is placed entirely under the contro of the operator in the compartment 31, by extending thereinto a handle 33 formed at the forward end of a connecting rod 34 the after end ofwhich is pivoted to the up per end of an operating-lever 35 hung on a stud 36 in a vertical clearance-space 37 formed in the tiebeam 7 in position for the engagement of its lower end with the pr0- jecting upper end of the torpedo-starting lever 38 which is of ordinary form and ar rangement, and in the usual way controls the admission of air to the engines and other mechanism of the torpedo.

Each of the two pontoons 5 and 6 is divided by transverse bulkheads 39 into five com rtments arranged from fore to aft in the following order: namely, fuel-compartments 40, air-flask compartments 41, control-cempartment 31, engine compartments 43, and tiller-compartments 44, as best shown in Fig. 1. The said fuel-compartments 40 are provided for the storage of the liquid fuel used to run the engines 8 of the respective pontoons. The said air-flask compartme'nts 41 are provided for the reception of air-flasks 45 (Fig. 5) which store the compressed air required for blowing out the main and auxiliary ballast-tanks 46 and 47 of the ontoons, and for supplying air to the internal combustion engines 8 driving the pro llers 9 of the catamaran. The said engine-compartments 43 receive the en ines 8 and their usual accessories. The t1llercompartments 44 contain the stuffing-boxes 48 of the propeller shafts 49, and the stuffing-boxes 50 of the operating-rods 51 of the horizontal rudder 52 which is furnished with a rudder-head 53 the ends of which are connected by ropes 54 with the rods 51 aforesaid. The said tiller-compartments are also provided with stufling-boxes 55 for the op eratingrods 56 of the vertical rudder57 ig. 2) which is furnished with a rudderhead. 58 connected by ropes 59 with the rods 56 aforesaid.

The control-compartment 31 aforesaid, as well as the main and auxiliary ballast-tanks '46 and 47 and the air-compartments 60, are

located entirely between the central pair of bulkheads 39. The ends of the control-comartment 31 are formed by ,the said air of \llkheads, while its side walls are ormed of the clearance-cut 63.

by water-tight partitions 61 and its bottom by horizontal water-tight partitions 62. In this connection, it may be stated that the upper portion of the tiebeam 7 is formed with a large rectangular clearance-cut 63 for the purpose of clearing the rear end of the control-compartment, which extends under the detachable escape-helmet 32 so that the operator may sit upright in the compartment with his legs extended forward into the two branches of the compartment respectively located on opposite sides of that portion of the tiebeam 7 which is in front of, and adjacent to the forward end S0 The escape-helmet 32 which receives the body and shoulders of the operator, is cylindrical in general form, and provided upon its flanged lower edge with an annular rib 64 setting into a rubber gasket 65 located in a channel 66 formed in a ring 67 fixed in the top of the rear end of the control-compartment 31 which is shaped at this point to have a circular opening. To exclude water from the compartment 31, I employ fore and aft fairing-plates 68.

To provide a. seat for the operator, the helmet 32 is provided with a concentric skeleton or cage-like structure consisting of five depending arms 69 bent outward at their upper ends for attachment to the lower edge of the said helmet and terminating at their lower ends in five horizontal arms 70 of which the forward arms are sufiiciently divergent to form an open space for the re- 00 ception of the body of the operator, who sits virtually in the bottom of the control-compartment 31 with his legs extending forward therein on the opposite sides of the tiebeam 7 as described, and with his head and shoulders rising into the helmet 32 the upper portion of which is encircled by eye-ports 71 through which the operator may see about him to guide his course.

To provide for the escape of the operator in case he wishes to abandon the craft, the helmet 32 is detachably connected with the catamaran by means of a devils claw or toggle 72 consisting of a small plate having a finger-opening 73 at its forward end and formed at its rear end with an open slot 74 adapting the device to straddle the shank of a vertical tap-bolt 75 the lower end of which is screwed into the tiebeam 7 at a point directly below the center of the helmet 32. At its upper end the tap-bolt 75 is furnished with a retaining-knob or ball 76 too large to ass through the slot 74 aforesaid, but smalfenough to readily pass through a circular opening 77 in the center of the operators seat. Normally the helmet and seat are connected with the catamaran by means of the devils claw. In case, however, the operator desires to escape, he has only to reach below and pull the devils claw forward, thus disengaging it from the ball 7 6, and leaving the same free to pass through the hole 77 in the seat, whereby the helmet 32 and the seat are entirely detached from the catamaran.

For the purpose of positioning'the helmet and forcing its rib 64 into the gasket 65 preparatory to applying the devils claw 72, I employ two turnbuckles 78 suspended by hooks 79 from eyebolts 80 in the helmet, within the control-compartment 31 and fore and aft of the skeleton seatstructure in which the operator sits. These turnbuckles' are also provided with hooks 81 which are engaged with eyebolts 82 tapped into .the tiebeam 7 at the forward and after ends of the control-compartment 31. In applying the helmet 32, the hooks 81 are engaged with the eyebolts 82 after which the turnbuckles 78 are set up by the operator so as to draw the helmet down and firmly seat the rib 64 in the gasket 65. By this method a suflicient clearness between the ball 76 and the upper face of the central portion of the seat is secured for the ready insertion of the devils claw under the said ball 76. The operator then slacks back the turnbuckles 78 and removes them by disengaging their hooks 79 and 81 from the eyebolts 80 and 82, whereby the entire connection of the helmet 82 with the catamaran devolves upon the devils claw which virtually constitutes a trigger for the release of the helmet from the catamaran.

To provide air for the operator to breathe when escaping with the aid of the helmet, as well as to provide air for the exclusion of water from the helmet, the same is furnished with an outer shell 83 formin an annular chamber 84 for the reception 0 airflasks 85 from which the air is led into the top of the helmet by means of pipes 86 having valves 87 furnished with hand-wheels 88 located within easy reach of the operator. The air stored in the flasks 85 may, of course, be used to supply breathing air to the operator in the ordlnary running of the craft, but is chiefly provided for emergency use. If the operator determines to abandon the craft and-escape, he will first open one or both of the air-valves 87, thereby admitting air to the top of the helmet for the exclusion of water therefrom during 1118 escape. After he has admitted air to the top of the helmet, he trips the devils claw 72 and rises with the now buoyant helmet, getting the air required for breathing during his ascent to the surface from the top of the helmet. V

Compressed air is led from the air-flasks 45 in the air-flask compartments 41, through pipes 89 leading aft and passing into the port and starboard sides'of the oontrol-com-' artment 31. Horizontal 90 lead m the after ends of the said pipes 89 into the respective engine-compartments of the pontoons for use in supplying the air required for the carburation of the fuel used in the engines 8. Access of compressed air to the pipes 90 is controlled by hand-wheels 91 in valves 92 located in the port and starboard sides of the controlcompartment 31. It is to be understood, however, that the airflasks 45 are not drawn upon for supplying compressed air to the engine-compartments 43 except when the craft is totally submerged, and then only for a short interval. Ordinarily the gas-engines 8 are supplied with atmospheric air by induction pipes 93 rising above the pontoons at points directly aft of the helmet 32. The air is drawn into the pipes 93 through small slots 94 in their upper ends. Exhaust pipes 95 leading from the engines 8, extend upward through the ontoons and carry off the products of comustion. As shown, the upper ends of the.

exhaust pipes 95 are connected with the upper ends of the induction pipes .93 .for strength.

The main and auxiliary ballast tanks 46 and 47 are designed with reference to the buoyancy of the entire craftcatamaran and torpedoso that when the said tanks are completely filled with water, the craft will be almost totally submerged on an even keel, retaining a slight positive buoyancy. Complete submergence is effected dynamically by the use of the propellers 4 of the torpedo 2 and the propellers 9 of the pontoons 5 and 6, either in conjunction or separately, and the concurrent use of the horizontal or diving rudders 52 of the pontoons. The main ballast-tanks 46 are provided with sea-valves 96 on long valve-stems 97 extending upward into the control-compartment 31 where they are furnished with handwheels 98, while the auxiliar ballast-tanks 47 are furnished with sea-Va yes 99 having long valve-stems 100 extending upward into the compartment 31 where they are furnished with hand-wheels 101. For blowing out the main ballast-tanks 46, air is led into them through pipes 102 leading from valves 103 located within the control-compartment 3'1 and furnished with hand-wheels 104-, the valves 103 being located at the after ends of the main air-supply pipes 89. The auxiliary ballast-tanks 47 are blown out by the introduction of air under pressure through pipes 105 tapped oil the after ends of the main air-pipes 89 and furnished with valves 106 having hand-wheels 107 located within reach of the operator. It will be understood that the operator by means of the sea-valves and the air-valves above described, admits or expels water-ballast into and from the tanks 46 and 47 at will, and

according to the requirements of running.

The operator supplies himself with air for breathing by means of an air-valve 108 located on the port-side of the compartment 31, having a hand-wheel 109 and taking air from the main air pipe 89 of the port pontoon 5.

For controlling in azimuth, the vertical rudders 57 before referred to, are operated by means of a wheel 110 mounted upon a drum 111 attached to the forward wall of the clearance cut (33 in the tiebeam 7 as shown in Fig. 4. Tiller ropes 112 wound upon the drum 111 lead aft in the usual manner to the tiller-operating rods 56.

The horizontal or diving rudder 52 of the pontoons is operated from the control compartment 31 by means of a hand-lever 113 rocking fore and aft, situated outboard in the compartment. 31. The said lever 113 carries a drum 114. Upon this drum is wound a tiller-rope 115 leading aft to the rods 51 which are connected by ropes 54 to the tiller-head 53.

For controlling the reversing of the motion of the propellers 9 of the rt and starboard pontoons 5 and 6, I provi e pedals 116 respectively located at the extreme forward ends of the two forwardly extending branches of the control-compartment 31, these pedals being placed within easy reach of the operators feet and connected by rods 117 to reverse-clutch gears of any suitable marine type located in the engine-compartments 43 so that the operator may by using one pedal or the other, maneuver the craft. The pontoons 5 and 6 will be provided with water-tight man-and hand-hole plates for convenient access to their contained parts and mechanisms; these plates are not shown on account of the smallness of the scale on which the craft is illustrated, but are familiar to all persons skilled in marine construction.

Having set forth in detail one form which my improved torpedo pilot-boat may asslime, I will now describe an illustrative use 0 it.

It may be supposed that several torpedopilot boats constructed in accordance with my invention are carried aboard a war vessel, whether large or small is immaterial. The position of the enemy or the target having been ascertained, one of my improved pilot-boats with its compressed air and fuel tanks filled, with its torpedo in place, and with its operator in position, is lowered or launched over the side of the vessel. The operator then starts the propellers of the pilot-boat and proceeds semi-submerged or on the surface to a position within sight of the enemy. To avoid detection by the enemy, he then submerges his craft by admitting water ballast, and by the manipulation of the diving rudder. He also throws on the starting-lever of the torpedo and adds the power of its engine to the engines of the pilot-boat which now may be said to be driven by the torpedo. He thus proceeds, porpoising at intervals as necessary to keep the target in sight, until he reaches a position within a short distance from the target, to which he may approach, if desired. so as to leave merely room for him to escape the effects of the explosion. He will now maneuver his craft into position to linally aim the target. This being done, he has only to operate the hand-wheel 30 to almost instantly disengage the torpedo from the pilot-boat, leaving the torpedo free to proceed under its own power to the mark. As the torpedo leaves the pilot-boat, it is guided clear and directed to the target by the guide-stud and guide-ribs already described. The operator now maneuvers the pilot-boat in which he escapes by wholly or partly submerging it or not, according to circumstances. In case of any emergency, such as the disablement of the pilot-boat or its sinking to too great a depth, the operator has only to admit emergency air into his escape-helmet and pull out the devils claw and rise tothe surface in the helmet.

I have described merely an illustrative use of my improved craft which, on account of its superior speed and maneuvering qualities, may also be used to great advantage, either singly or in numbers, in protecting large war vessels from the attacks of submarines.

It will be clear from the foregoing that my torpedo pilot-boat supplies a torpedo with the directing mind of an operator until the torpedo is within such a short striking distance of the target that its failure to hit the target is minimized to an extent heretofor e unknown.

1 may add in conclusion that in continental Europe automobile torpedoes have been released from submarine or submersible vessels without being fired, in the sense of having an external impulse imparted to them. In this practice the starting of the propellers of the torpedo takes place concurrently with the release of the torpedo from the cradle or support in which it is carried, and the torpedo is not relied upon to participate to any extent in the propulsion of the carrying boat which is of relatively great size. The torpedo is carried in an exposed position in which it is liable to injury, and moreover starts on its errand with many handicaps which need not be detailed.

In all prior practice, whether American or foreign, the torpedo has been a secondary feature of the vessel carrying it; whereas under my improvement the torpedo itself is of the major concern direction or piloting from the torpedo-pilot boat or saddle which accompanies it under the direction of a human operator to firing position from which it strikes the blow.

I do not wish to limit myself in any way and merely receives to the relative power of the engines of the torpedo and my improved pilot boat or saddle. But I may say that I should expect to secure satisfactory results with a torpedo carrying engines of twice the horse power of the pilot boat.

1 claim 1. The combination with a self-propelling submersible torpedo-pilot boat having a single central control-compartment opening through the top of the boat, and centrally.

disposed water-ballast compartments, of an automobile torpedo supported by the boat, independent means operable from the control-compartment for -startin the propelling mechanism of the torp 0 and. for releasing it from the boat, and an escape helmet detachably connected to the boat providing a closure for the opening of said control-compartment.

2. The combination with a self-propelling torpedo-pilot boat havin a central controlcompartment opening through the top of the boat and provided with parallel fin keels, of an automobile torpedo detachably supported by and between said keels, independent means operable from said compartment for starting the propelling mechanism of the torpedo and for releasing it from the submersible torpedo pilot-boat having a central control-compartment, centrally disposed water-ballast compartments and parallel fin keels extending from the bottom of the boat, of an automobile torpedo detachably supported by and between said keels, means operable from the control-compartment for starting the propelling mechamsm of the torpedo, and means also operable from said compartment for releasing the torpedo from the boat.

5. The combination with a self-propellmg torpedo-pilot boat having a single central control-compartment opening through the top of the boat, of an automobile torpedo detachably supported below the boat, lndependent means operable from said compartment for starting the propell ng mechamsm of the torpedo and for re easing 1t from the boat, an esca helmet detachably connecteduto the. at and providing a cover for the opening of said control-compartment, and means operable from said compartment for releasing the helmet.

6. The combination with a torpedo-pilot catamaran having two pontoons provided with fin-keels. of an automobile torpedo supported by and between the said fin-keels and detachably connected with the catamaran for being released to proceed under its own power to the target.

7. The combination with a boat having pontoons provided with fin-keels, of an automobile torpedo located between the said finkeels and detachably connected with the said boat, and guiding means between the said finJreels and the torpedo for giving the latter direction at the time of being released from the boat for proceeding under its own power to the target.

8. The combination with a torpedo-pilot boat having pontoons provided with finkeels, of an automobile torpedo supported by and between the said keels, and means for detachably connecting the torpedo with the said fin-keels, whereby the torpedo may be released from the boat for proceeding under its own power to the target.

9. The combination with a submersible torpedo-pilot boat having a central control compartment opening through the top thereof, of an automobile torpedo detachably connected therewith, an escape-helmet detachably connected with said boat providing a closure for said opening and having a skeleton seat entering said compartment providing a seat for the operator, said helmet being open at its lower end to receive the body of the operator, as specified, and an emergency air-supply carried by said helmet to vitalize the air therein and to exclude water therefrom when the helmet is detached from the boat when the latter is completely submerged.

10. The combination with a submersible torpedo-pilot boat having a control-compartment opening through the top thereof. of. an automobile torpedo detachably connected with the said boat, and an escape-helmet providing a closure for the opening of said compartment detachably connected with the said boat above the said controlcompartment thereof for the accommodation and escape of the operator.

11. The combination with a submersible torpedo-pilot boat having a control-compartment opening through the top thereof, of an automobile torpedo detachably connected with the said heat, and an escape-helmet detachably connected with the said boat providing a closure for the opening of said compartment and having a skeleton seat entering the said compartment and providing a seat for the operator.

12. The combination with a submersible torpedo-pilot boat having two pontoons furnisherl with fin-keels and provided with a single central control-compartment, of an automobile torpedo detachably supported by and between said keels, and independent means operable from said compartment for starting the propelling mechanism of the torpedo and for releasing it whereby it may travel independently of the boat.

13. The combination with a submersible torpedo-pilot catamaran having two pontoons sub-divided into compartments including a single central control-compartment 0ccupying a portion of the interior space of each pontoon, of an automobile torpedo located centrally below the said pontoons and detach-ably connected with the said boat, and an escape-helmet located directly above the after end of the said control-compartment.

In testimony whereof, I have signed this specification in the presence of two subscribing witnesses.

SLOAN DANENHOWER.

Witnesses CLARA L. WEED, MALCOLM P. NICHOLS. 

